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6-1-05, 6:29
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#1 (permalink) | |
 
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Woo's Fact SHeet
Hi everyone since theres so many questions lately heres the enitre woo's fact sheet taht he sent to me myabe the mod's could make it sticky:
Woo’s Ecu Mod Will this chip suit my TX5 Most TX5's have the same ECU to the MX6, but some TX5's can't be upgraded. (Check with me for suitability) How much is the upgrade and how do I pay The upgrade will set you back AU$200. Payment can be a money order with the ECU when you send it by Express Post. Why cant you just send me the EPROM and I will fit it If it was as simple as an EPROM swap you could. The only way we could access the additional code required for above 12psi was to include additional circuitry to the ECU. This enables access to higher addresses. What are the advantages/disadvantages Advantages Power is up by 60HP from stock. (most of which comes from safely running more boost). A stock motor can now run 15psi without running out of fuel. A motor with exhaust (upto 3") and fuelpump/RRFPR can run 18psi without risking detonation. No boost cut No fuel cut Disadvantages If you bolt on a much bigger turbo or injectors you may have to look at an aftermarket standalone ECU as these are the only maps I've made. No boost cut No fuel cut ie: no warnings Economy If you lift the boost to 15psi, but rarely drive it at 15psi (2 stage MBC) your fuel consumption will go down. However if you always drive flat out your fuel consumption will be greater than at 7.8psi, but less than a stock unchipped motor at 15psi. does it increase drivability or do anything else over the stock set-up? Any power/torque increase decreases drivability. The motor revs out faster due to the increased torque, simple as that. The lifespan of the motor is dependant on many factors, however most important are the maintenence and the heat it developes. How did you plan the upgrade Firstly I went looking for the boost cut bit in EPROM, that was the easy part. Then I deciphered the two separate sections of the EPROM, one containing the fuel maps and the other containing the timing maps. Mazda decided that it would be better to run way too rich than to put in a MAF so I went through the map at 300rpm increments and adjusted the injector duration to what I believed was close to stoic. Then I burned the chip and tried it in the car with the EGT and Engine Analyzer that essentially measures A/F ratios very accurately. Then I'd do the next 300rpm range (there is 18 settings). I wasn't going to adjust the timing at all in the interests of maintaining reliability however Adam (AdamTurbo) & Jeremy (ZombieSS) suggested that I cut fuel flow by half on deceleration and advance the timing (at the same part of the cycle) So with their help I was able to reduce the fuel requirements on deceleration, this is where 80% of the economy savings come from. Next I realised that to conform with International EPA rules that the timing self retarded above 3500rpm (Both Chiptorque and Uni also have to comply with these rules.... We dont). So the timing above 3500 was tweaked, again after each tweak onto the Analyzer. We found that doing this required an additional timing map (512bit) which had to be written in to EPROM. Another map for fuel & timing above 12psi also had to be written in. Then, to allow the ALU to access the EPROM some peripheral components had to be tuned for the new circuit. Then I chucked the old code out and started again. The idle settings are slightly leaner and slightly more retarded, this will give a smoother idle and better response. then @300rpm increments, the hump that used to appear in the A/F reading was trimmed down and the timing adjusted also at the 300rpm increments. What happens with the adaptive cycle I should point out here that the ECU is adaptive (learns from past inputs). The first adaptive cycle is the cycle where the ECU takes in the new code. Up until then it is running on it's internal buffers. Well it turns out in some cases the motor stalls in the first adaptive cycle. You will find that after about 15km of driving the motor may stall. This is normal, and it will only happen once. The next adaptive cycle will not be noticeable, and after 4 adaptive cycles all the code will be integrated. Whats different between this upgrade and say a Chiptorque To comply with enviromental requirements Internationally, Mazda, chiptorque, Uni & powerchip all have to comply to emissions standards. To comply with these relatively strict limits the timing is not advanced as much as it could be and the injector duration is cut back when revs go above 3500rpm. However if you fit a bigger turbo or larger injectors only the $1000 chips from those companies above will supply you with new maps. The update on offer was not designed to comply with these standards, however it does comply (just). It is specifically to suit: 2.5"-3" exhaust, 180-240cfm turbo (stock, hiflow and some improvements on T28 ) 15psi. (lower psi on T28 ) How much power and torque does this upgrade give me over stock Depending on which level your car is at to start with. Stock + 15psi =>130kW and 340Nm Exhaust, hi-flow +15psi => 180kW and 440Nm Is the ECU static sensitive ? No, as it's a metal enclosure that contains the cpu and other static sensitive components. Just avoid touching the terminals. Warranty ?? Sure is. If your not happy with the outcome I'll swap it back (you pay postage to me, I pay it back to you). I've only had to refund once, and that was because the mod wasn't suited to a T25. |
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1991 Tx5 Turbo AV 103KW on 12psi
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6-1-05, 6:46
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#3 (permalink) | |
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i just cut and pasted from the oen he sent me...and yes I know others posted links to it just thoguht i'd post the full thing here my be a bit easier than chasing links around....i wish I could get it but I have the wrong ecu f2h5
Woo’s Ecu Mod Will this chip suit my TX5 Most TX5's have the same ECU to the MX6, but some TX5's can't be upgraded. (Check with me for suitability) How much is the upgrade and how do I pay The upgrade will set you back AU$200. Payment can be a money order with the ECU when you send it by Express Post. Why cant you just send me the EPROM and I will fit it If it was as simple as an EPROM swap you could. The only way we could access the additional code required for above 12psi was to include additional circuitry to the ECU. This enables access to higher addresses. What are the advantages/disadvantages Advantages Power is up by 60HP from stock. (most of which comes from safely running more boost). A stock motor can now run 15psi without running out of fuel. A motor with exhaust (upto 3") and fuelpump/RRFPR can run 18psi without risking detonation. No boost cut No fuel cut Disadvantages If you bolt on a much bigger turbo or injectors you may have to look at an aftermarket standalone ECU as these are the only maps I've made. No boost cut No fuel cut ie: no warnings Economy If you lift the boost to 15psi, but rarely drive it at 15psi (2 stage MBC) your fuel consumption will go down. However if you always drive flat out your fuel consumption will be greater than at 7.8psi, but less than a stock unchipped motor at 15psi. does it increase drivability or do anything else over the stock set-up? Any power/torque increase decreases drivability. The motor revs out faster due to the increased torque, simple as that. The lifespan of the motor is dependant on many factors, however most important are the maintenence and the heat it developes. How did you plan the upgrade Firstly I went looking for the boost cut bit in EPROM, that was the easy part. Then I deciphered the two separate sections of the EPROM, one containing the fuel maps and the other containing the timing maps. Mazda decided that it would be better to run way too rich than to put in a MAF so I went through the map at 300rpm increments and adjusted the injector duration to what I believed was close to stoic. Then I burned the chip and tried it in the car with the EGT and Engine Analyzer that essentially measures A/F ratios very accurately. Then I'd do the next 300rpm range (there is 18 settings). I wasn't going to adjust the timing at all in the interests of maintaining reliability however Adam (AdamTurbo) & Jeremy (ZombieSS) suggested that I cut fuel flow by half on deceleration and advance the timing (at the same part of the cycle) So with their help I was able to reduce the fuel requirements on deceleration, this is where 80% of the economy savings come from. Next I realised that to conform with International EPA rules that the timing self retarded above 3500rpm (Both Chiptorque and Uni also have to comply with these rules.... We dont). So the timing above 3500 was tweaked, again after each tweak onto the Analyzer. We found that doing this required an additional timing map (512bit) which had to be written in to EPROM. Another map for fuel & timing above 12psi also had to be written in. Then, to allow the ALU to access the EPROM some peripheral components had to be tuned for the new circuit. Then I chucked the old code out and started again. The idle settings are slightly leaner and slightly more retarded, this will give a smoother idle and better response. then @300rpm increments, the hump that used to appear in the A/F reading was trimmed down and the timing adjusted also at the 300rpm increments. What happens with the adaptive cycle I should point out here that the ECU is adaptive (learns from past inputs). The first adaptive cycle is the cycle where the ECU takes in the new code. Up until then it is running on it's internal buffers. Well it turns out in some cases the motor stalls in the first adaptive cycle. You will find that after about 15km of driving the motor may stall. This is normal, and it will only happen once. The next adaptive cycle will not be noticeable, and after 4 adaptive cycles all the code will be integrated. Whats different between this upgrade and say a Chiptorque To comply with enviromental requirements Internationally, Mazda, chiptorque, Uni & powerchip all have to comply to emissions standards. To comply with these relatively strict limits the timing is not advanced as much as it could be and the injector duration is cut back when revs go above 3500rpm. However if you fit a bigger turbo or larger injectors only the $1000 chips from those companies above will supply you with new maps. The update on offer was not designed to comply with these standards, however it does comply (just). It is specifically to suit: 2.5"-3" exhaust, 180-240cfm turbo (stock, hiflow and some improvements on T28 ) 15psi. (lower psi on T28 ) How much power and torque does this upgrade give me over stock Depending on which level your car is at to start with. Stock + 15psi =>130kW and 340Nm Exhaust, hi-flow +15psi => 180kW and 440Nm Is the ECU static sensitive ? No, as it's a metal enclosure that contains the cpu and other static sensitive components. Just avoid touching the terminals. Warranty ?? Sure is. If your not happy with the outcome I'll swap it back (you pay postage to me, I pay it back to you). I've only had to refund once, and that was because the mod wasn't suited to a T25. Last edited by zorb_rules : 6-1-05 at 6:52. |
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1991 Tx5 Turbo AV 103KW on 12psi
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6-1-05, 7:02
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#8 (permalink) | |
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well since is doesnt work in most ecu's other than the australian ones as far as I knwo..I think there's not point..correct me if Im wrong.....I mean for christs sake its been posted on these Australian forum over 7 times now and reading back through you've never said anything...why and issue now??go ahead post it..im not wasting my time now...I will do ti later if you feel its really needed...
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1991 Tx5 Turbo AV 103KW on 12psi
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6-1-05, 7:23
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#10 (permalink) | |
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Woo's name is Barry I believe he's located in lilydale (victoria) and the way I have been contacting him is through this email address... Admin@ClubMx6.com. He has a few various ones but seems to cehck this quite regularly..
P>S if ya gonna email him dont ask him to many questions he's been getting pissed off when ay asking him a heap of questions that he has already answered before one the forums....so could be better to check around for all available info first... I have a list of what ecu's can be doen too..theres mroe but these are the oens I know of: "The ECU must be numbered F2D7, F252. The ECU's I can't upgrade are numbered F2H5 and F292. If you have a different number to these send me an email and I'll give you some further instructions on how we can determine if your ECU is suitable for the upgrade." - from Woo |
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1991 Tx5 Turbo AV 103KW on 12psi
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6-1-05, 7:24
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#11 (permalink) | |
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ohh and heres how to check and remove your ecu:
The ECU is located behind the radio console. To remove it start in the passenger foot well and you'll see 3 plastic plugs. Extract the center button of the plugs about 5mm (a finger nail does the job). Then the drivers foot well. It is important at this stage that the car is parked where it will stay till the ECU is refitted and the ignition is not switched on or the alarm activated. If any of these things might happen, disconnect the negative lead of the battery as a precaution. The ECU is held in with 4 bolts (10mm spanner) once undone unplug the 3 plugs on the passenger side. Don't touch the pins inside the ECU and as the ECU is pretty tough a single layer of bubble wrap is all thats required for packaging. |
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1991 Tx5 Turbo AV 103KW on 12psi
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6-1-05, 8:25
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#12 (permalink) |
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yeah, u guys in the states have the zombi chip or watever, that from what ive read, gives similar results to woos chip, it would be totally unfeesable and pointless for and american to buy woos chip, personally i think it should just stay here, because to be honest, i dont think ne1 out of oz has brought woo's chip, and i cant see it ever happening, unless they're in nz or something, in which case this is the NZ section ne way, and personally i'd much pref it being a sticky in the oz section, as like many other oz ppl, i rarely look in the us section unless im particularly looking for something specific, in which i look in oz section first ne way
even though ive seen this info many times b4, i think i hear zorb screaming out for karma, so karmo going ur way dude :P |
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1990 GD mazda mx-6 turbo 4ws, Td05H turbo, custom manifold, 2500lbs rx7 clutch, 18" wheels with 225/35/18 rubber, Short Shifter, super lows, KYB struts, CAI, Exhaust, twin pot Liberty GT calipers, walbro 255lph fuel pump, 18mm rear swaybar
Traded With: Crazyone, Adamx6, Mitchyboy, TX5F2T, JeTx5, LXSS, SABBAI, Yodo, jesiotrot, zorb_rules, mx6t91, boki82, tomee, broken diff, adylim, my1stmx6, joe91mx6, sik_turk |
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6-1-05, 8:33
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#14 (permalink) |
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oh [fizzle] ive totally forgot about it :P yeah i still want it :P u going to cruise on sunday?
i might just come to the meeting point, coz ill be right int he middle of exams and im [fizzle]ed enough as it is :P hahaha |
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1990 GD mazda mx-6 turbo 4ws, Td05H turbo, custom manifold, 2500lbs rx7 clutch, 18" wheels with 225/35/18 rubber, Short Shifter, super lows, KYB struts, CAI, Exhaust, twin pot Liberty GT calipers, walbro 255lph fuel pump, 18mm rear swaybar
Traded With: Crazyone, Adamx6, Mitchyboy, TX5F2T, JeTx5, LXSS, SABBAI, Yodo, jesiotrot, zorb_rules, mx6t91, boki82, tomee, broken diff, adylim, my1stmx6, joe91mx6, sik_turk |
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